Overview:
At one time the gold standard of sports sedans, recently the 3-series has lost a bit of its shine. While it offers a wide range of powertrains (including a hybrid and a diesel) with manual or automatic transmissions and comfortable yet driver-focused interiors, the 3-series lacks the pleasing tactility of previous generations. Available as a sedan or wagon and with rear- or all-wheel drive, the 3-series is still on our short list of recommended rides. For more power, see the M4. Instrumented Test – 2014 BMW 328d Rear-Drive Diesel Sedan »

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That’s all the choices: rear- or all-wheel drive, sedan or wagon. The only 3-series diesel available in the U.S. comes with an eight-speed automatic, whether you like it or not, but confers a real mileage benefit compared with our long-term 2012 328i manual (27 mpg over 40,000 miles). Neo-Prius fuel economy in the industry’s benchmark sports sedan? Sign here, please.

Our U.K. correspondent, Mike Duff, doesn’t think much of BMW diesels, especially the small ones. Recently he was overheard calling them “crap,” which is British shorthand for “not quite as lovely as the alternatives.” Duff wonders why some Americans get all frothy about a 3-series diesel when they’re common as cats in Europe, where they’re the preferred mount of widows, vicars, airport taxi drivers, and other people who want BMW prestige and luxury on the slowest, most frugal possible terms. In Duff’s estimation, a 328d is as close as BMW comes to building a Buick Verano.

Well, you’re all quite acquainted with the F30-generation 3-series, thanks to the umpteen million stories we’ve done on this vehicle, calling out its sophisticated handling, its sugary engines, its fine brakes, and its diminished steering, which is definitely colder than the previous E90’s. None of those observations change for the 328d, except the diesel engine and its numbers.

To wit: In the United States, you pay a $1500 premium to swap out the 2015-model 328i’s base 2.0-liter turbo gasoline four for the 328d’s 2.0-liter turbo-diesel. It’s not a huge hit, considering you get better economy, a major torque bump of 25 lb-ft, and a lot of fancy new antipollution equipment. Rated horsepower drops from 240 to 181, as horsepower always takes a dive when you install a slower-turning diesel.

When will the $1500 pay itself back in fuel savings? If you accept our fuel-economy numbers as your own and take the U.S. fuel-price averages as this is written ($3.50 per gallon for premium, $3.66 for diesel), you’ll pay off the 328d’s diesel in about 42,000 miles. Of course, the break-even point can vary depending on your own mileage and the disparity between gasoline and diesel prices where you drive.

If you are the leasing type and plan to turn it in at two or three years, forget any economic benefit to a 328d. The remaining advantage is the convenience of a 500-plus-mile range, which you could regard as an extracost option like a sunroof or a fancier stereo. Not having to stop so often at fuel pumps—especially greasy diesel pumps—is worth something to some people.

While a 328d buyer gains significant economy, he or she is also sacrificing. A reason that blue spinner on the hood commands the big premium is the company’s long history of building graceful engines that swing to high revs while making only the most dulcet of tones. In the diesel, you chuck a thoroughbred and in its place install a clattering plow mule of an engine that spends most of its life lazing between 1000 and 2000 rpm, with unenthusiastic plods to 4000 rpm when you’re really on it. This engine is an industrial thing built for a prosaic purpose rather than to satisfy a passion.

Let’s not overstate it. As diesels go, the 328d’s is pleasant enough, the steel-cut rattling of its four jugs noticeable but well muffled in the cabin. The immediacy of peak torque arriving at 1750 rpm and staying through to 2750 rpm ensures that the 328d never feels slow. The 60-mph benchmark passes in 6.8 seconds, which is fast enough that you won’t get flattened while merging but at the muddy bottom of the sports-sedan pond. Our long-term 328i manual could do it in 5.6 seconds, an altogether more BMW-like time; the aforementioned diesel xDrive sedan, 161 pounds heavier, took 7.2 seconds. So, at least this rear-driver avoids the ignominy of being the slowest 3-series.

BMW pricing can catch you out if you’re not careful. Our 2014 328d totaled out at $45,075 with only a few options, including the $3500 M Sport package (wheels, suspension, seats, trim), the $1000 Dynamic Handling pack, $550 Estoril blue paint, and a $500 sport automatic transmission upgrade, which includes steering-wheel paddles and sportier shift maps. Hot M-like looks notwithstanding, this 328d had few frills; no navigation, no backup camera, no parking sensors, no satellite radio. It’s basically a Munich taxi with nice wheels and paint. Those pining after the E90 cars will remember the twin-turbo six-cylinder 2009 BMW 335d that delivered 5.7-second 0-to-60-mph performance while burning diesel at 28 mpg. It was no taxi, but five years ago its sticker was $10,000 higher than the one on this car; it didn’t sell well.

Some of you actually crave stripped-down Bimmers and Benzes with reputedly indestructible diesel engines. This is what Europeans in this segment buy, mostly, and owning one stateside brings you certain credibility as a connoisseur of The Real Thing. If you can’t live in Germany—or don’t want to because the winters suck, socialists rule, and a good hamburger isn’t available at midnight—then owning a 328d is the next best thing. However, you must remember that those people buy diesels because their gasoline is roughly $8.00 per gallon and diesel is not only more efficient, but cheaper (about $7.20 at press time). Here, if you’re looking to drink from the full fire hose of BMW fabulousness, stick with gasoline.

The iconic 3-series is offered in a smorgasbord of combinations; that's just one of the many reasons it is on our 10Best list for 2014. (Sorry, Gran Turismo and ActiveHybrid 3; the award didn't include you.) The F30 sedan enters its first full season, joined by a wagon and the Gran Turismo hatchback. There’s a lower-priced, entry-level 320i joining the 328i and 335i. There are three gasoline engines, including 180-hp and 240-hp 2.0-liter turbo four-cylinders and the delightful 3.0-liter turbo six; xDrive all-wheel-drive variants; five trim levels (base, Modern Line, Luxury Line, Sport Line, and the M Sport package); and two green versions: the ActiveHybrid 3 and the 328d.Coupe and convertible offerings this year remain on the E90 platform and utilize three six-cylinder engines: the 230-hp 328i, the 300-hp 335i, and the 320-hp 335is. All-wheel drive is offered on the 328i and 335i coupes.

The ActiveHybrid 3 is BMW’s first hybrid 3-series. It combines the 300-hp six-cylinder and eight-speed automatic from the 335i, plus a 55-hp electric motor, for a total of 335 real-world horsepower. It has slower acceleration times than the most recent 335i we tested, roughly the same EPA fuel economy as a 335i with an automatic transmission (the ActiveHybrid 3 gets 3 mpg more in the city and 1 mpg more on the highway), and costs $6500 more than a 335i. We don’t see the point.

On the other hand, the 328d is our pick for those who want to combine fuel savings with the capabilities of this Bavarian sports sedan. The 180-hp, 2.0-liter turbo-diesel makes 280 lb-ft of torque and offers the promise of a 45-mpg highway rating. It is available in the sedan and Sports Wagon; rear-wheel drive is standard and all-wheel drive is optional.

2006: The fifth-generation E90 debuts as a sedan and wagon; both utilize 3.0-liter six-cylinders in different states of tune. Styling is controversial, but the driving experience is superb. E46 coupes and convertibles remain unchanged. The 3-series lineup makes our 10Best list. 2007: There are new engines and nomenclature: the twin-turbo 300-hp six is the 335i, the base 230-hp version becomes the 328i. New coupe and hardtop convertible models debut. All 3-series are on 10Best. 2008: All 3-series are on 10Best. 2009: The lineup gets mild face lifts. A diesel inline-six is offered as the 335d. All 3-series are on 10Best. 2010: Newly optional automatic headlamp dimming arrives. All 3-series are on 10Best. 2011: The 3 gets revised styling and a new 335is sport coupe and convertible. All 3-series are on 10Best.

1999: A new-generation sedan debuts as the 323i and 328i. The E36 coupe, convertible, and 318ti remain. The 328i is on our 10Best list. 2000: Redesigned coupes and convertibles join the fold, along with a new wagon called Touring. The 318ti is discontinued. All 3-series are on 10Best. 2001: The 323 is now the 325, with 14 more hp. The 328 becomes the 330, thanks to a new 225-hp, 3.0-liter six. All-wheel drive is now offered. All 3-series are on 10Best. 2002: The 3-series gets revised fascias. All 3-series are on 10Best. 2003: DVD-based navigation is offered. A new 330i sedan adds the Performance package with a six-speed manual, Michelin Pilot tires on 18-inch wheels, and 10 extra hp (for 235.) All 3-series are on 10Best. 2004: A sequential manual gearbox is offered on rear-wheel-drive Sport-package models. An automatic is offered on the 330i with Performance package and the 330Ci coupe. All 3-series are on 10Best. 2005: All 3-series are on 10Best.

1992: The all-new, much-more-aggressive-looking E36 makes its debut as a four-door only. The 325i with a 189-hp, 2.5-liter six-cylinder immediately takes a spot on our 10Best list. 1993: A sporty new coupe appears. A sport suspension is offered on all 3-series. The 325i repeats on 10Best. 1994: The 325i and 325is make 10Best. An E36 convertible joins the line at midyear. Dual airbags are standard; traction control is offered on six-cylinder models. 1995: The 318ti hatchback is introduced. The 325i is on 10Best. 1996: The 328i is on 10Best. The four-cylinder increases from 1.8 to 1.9 liters, but 318 nomenclature remains. A 190-hp, 2.8-liter six-cylinder debuts; the 325i is renamed 328i and 328is. 1997: The 328i is on 10Best. 1998: The 328i is on 10Best. A new, 2.5-liter six-cylinder replaces the 1.9-liter four in the coupe and convertible; the models are renamed 323is and 323i convertible.

1984: An all-new 3-series debuts with the choice of a 101-hp, 1.8-liter four (318i) or 121-hp, 2.7-liter “eta” six (325e). We are taken by its poise and smoothness. 1985: Four-door versions, a four-speed automatic, and an all-wheel-drive 325ix join the fold. 1986: The 318i is discontinued. ABS is standard, and the sporty 325es debuts. 1987: A more powerful 2.5-liter six-cylinder replaces the eta in the 325i and 325is. 1991: The 318i returns with a 134-hp, 1.8-liter four. This is the last year for E30 sedans; E30 coupes continue through 1992, and the E30 convertible remains on sale in the U.S. through 1993.

1977: The era of the modern sports sedan begins when the first 3-series, the 320i, makes its U.S. debut. It replaces the venerable 2002. Offered as a two-door sedan with a 110-hp, 2.0-liter four and a four-speed manual or optional three-speed automatic, it was love at first drive for us. 1980: The engine is downsized to a 100-hp, 1.8-liter four-cylinder; a five-speed manual is standard.